Transmission



Aug., 3,' 1943. w. l.. POLLARD TRANSMISSION Filed April 18,*-1'940 2Sheets-Sheet 1 Mgg Aug, 3, 1943 w. L. POLLARD TRANSMISSION Filed April18, 1940 2 Sheets-Sheet Patented Aug. 3, 1943 UNITED STATES PATENTOFFICE TRANSMISSION Willard L. Pollard, Evanston, Ill.

Application April 18, 1940, Serial No. 330,337

5 Claims. (Cl. 74189.5)

My invention relates to variable speed transmissions.

One of the objects of my invention is to provide an improvedtransmission including a hydraulic torque converter which will operateon a high efficiency part of the hydraulic torque converter curve.

A further object is to provide a hydraulic torque converter which willhave a quick pick-up of the pump drag.

A further object is to provide a transmission which will bring into playmaximum motor torque at a relatively low motor speed.

Further objects and advantages of the invention will be apparent fromthe description and claims.

In the drawings, in which my invention is illustrated,

Figure 1 is an axial sectional view of a transmission;

Fig. 2 is an axial sectional view showing another form;

Fig. 3 is an axial sectional view showing another form;

Fig. 4 is an axial sectional view showing another form;

Fig. 5 is a diagrammatic view showing various curves relating to thetransmission;

Fig. 6 is another diagrammatic view showing curves relating to thetransmission;

Fig. '7 is a diagrammatic view showing other curves relating to thetransmission; and

Fig. 8 is an axial sectional view showing another form of transmission.

Referring rst to Fig. l, the construction shown comprises a. drive shaftI, a driven shaft 2 coaxial therewith, and a planetary transmission 3and hydraulic torque converter transmission 4 in series between thedrive shaft and driven shaft. 'I'he planetary transmission comprises asun gear 5, a gear carrier 6 secured to the drive shaft I, a ring gear lsecured to the pump rotor 8 of the torque converter 4 and planet gearing9 carried by the gear carrier 6 and meshing with the sun gear 5 and ringgear 'I.

The hydraulic torque converter comprises the pump rotor 8 free to rotateon the driven shaft 2, the turbine rotor I secured to the driven shaft2, and a reactance roto-stator or one-way stator II having guide vanesI2 cooperating with the vanes I3 on the pump rotor and with the vanes I4 on the turbine rotor I0. The one-way stator II is secured to atorque-transmitting casing I which has a one-way clutch connection I6with the sun gear 5 which prevents the sun gear 5 55 solenoid latch, isprovided for holding the sun gear 5 against rotation when desired. Asuitably-controlled clutch 20 is provided for connecting the pump rotor8 with the torque-transmitting housing I5 of the one-way stator IJI whendesired.

In operation the drive shaft I may be connected' with the crank shaft ofan internal combustion motor and the driven shaft 2 may be connectedwith the propeller shaft of an automobile. suitable reverse mechanismmay be provided.

For the lower speeds, the latch I9 is placed in position so as not toengage the sun gear. During the first stage of pick-up, the reversereaction on the one-way stator II will more than counterbalance theforward pressure of the planet gearing 9 on the sun gear 5. This willcause an overdrive of the ring gear l and a consequent high speed driveof the pump rotor I3. The torque of the pump rotor 8 will be transmittedthrough the one-way stator II to the turbine rotor I0 on the propellershaft 2. As the torque ratio between the turbine rotor I0 and the pumprotor 8 becomes less, the reverse reaction on the one-way stator II willbecome less and will iin- Any ally become less than the forward torqueon the kit catches up with the driven shaft 2, at which time the one-wayclutch I8 will engage the driven shaft 2 and the fluid torque converterwill become a fluid coupling, the torque converter action then beingeliminated.

If an overdrive is desired after the transmission has gotten uppractically to direct drive, the motor may be slowed down slightly andthe latch I9 applied to the sun gear 5 to hold it against rotation.Thereafter, the drive will be in eil'ect an overdrive, the torqueconverter continuing to act as a fluid coupling with thetorque-converting action eliminated. If it is ldesired to eliminate theiiuid coupling action, the clutch 20 may be applied to connect thetorque-transmitting housing I5 with the pump rotor 8. As the onewayclutch I8 prevents the stator II from overrunning the driven shaftl 2,the uid coupling ls thus eliminated entirely.

Fig. 2 shows a transmission which might be y 2 asaasve of the cages 29and a stato-rotor reactance 30 10 connected through the tubular shaft aand a free-wheeling clutch 3| with the other sun gear The ring gear 32arotates freely on the driven propeller shaft 33 and has a duplexinternal gear 15 arrangement meshing with both sets of planet gearing 34and 35. The propeller shaft 33 is connected to the cage 36. Suitableone-way anchorage devices 31, 38, 3| and 33 are provided to prevent thesecondary stato-rotor turbine 23 from 20 overrunning the primary turbine25, to prevent the stato-rotor reactance member 30 from overrunning thesecondary stato-rotor turbine, to prevent the front sun gear 32 fromoverrunning the stato-rotor reactance member 30, and to pre- 25 ventreverse rotation of the stato-rotor reactance member 30. A suitablesolenoid brake member may be provided for holding the front sun gear 32against rotation for overdrive. In

this form, in picking up, the rear sun gear will 30 rotate first, thering gear 32a remaining stationary giving a very low drive. Thereafter,as the primary turbine 25 picks up in speed and begins to loseefficiency, the secondary stato-rotor turbine 28 takes hold to start thefront cage 23 35 rotating. Thereafter, as the secondary statorotorturbine 28 'picks up in speed and the reaction on the stato-rotorreactance 3|! decreases, the sun gear 32 will start the stato-rotorreactance 30 rotating and the hydraulic unit will 40 then act as a fluidcoupling. Thereafter, an overdrive may be obtained by holding the frontsun gear 32 against rotation b-y means of the brake member 46.

The hydraulic torque converter comprises a pump rotor 52 secured to atubular shaft 53 on which is mounted one of the driven disc members 54of the two-way clutch 43, a turbine rotor 55 mounted on a tubular shaft56 surrounding the driven shaft 45, and having a oneway clutchconnection 51- with the clutch ring 53 secured to the driven shaft, toenable the turbine 55 to drive the driven shaft, and a fixed stator 53secured to the fixed casing, which stator cooperates with the pump rotor52 and turbine rotor 55 to effect torque increase.

The other driven disc member 66 of the twoway clutch is mounted on acollar 6| secured to the driven shaft 45. Suitable operating means 62are provided by means of which the driving clutch member may beconnected alternatively with either of the two driven clutch discs.

In starting, the latch member 63 is placed in position to engage theclutch member 64/ to hold the sun gear 46 against rotation. The two-wayclutch 43 is placed in position to connect the pump rotor 52 to rotatewith the driving member 53 of the clutch. The pump rotor will thereforebe driven at an overdrive speed corresponding to the speed of the ringgear 49. The turbine rotor 55 will be driven from the pump rotor 52through the stator 53 with an increase of torque. The turbine rotor 55will transmit power to the driven shaft through the sleeve 56 and onewayclutch 51.

When the angular speed of the driven shaft 45 has been brought upapproximately to the angular speed of the drive shaft 44,'the clutchcontrol 62 and latch 63 are operated substantially simultaneously torelease the sun gear 46 and to disconnect the pump rotor 52 from thedriving clutch member 43 and connect the driven shaft 45 directly' withthe driving clutch member 43 through the clutch disc 60. Thetransmission will at once go into direct drive as soon as the sun gear46 catches up in speed with the drive shaft 44, at which time theone-Way clutch.

41 will eifect engagement between the sun gear 'I'he construction shownin Fig. 3 is one which 5 46 and the drive shaft 44 to prevent the sungear may be suitable for rail car drive. It comprises a planetary gearconstruction 4| and a hydraulic torque converter 42 in series with theplanetary gear construction in front of the hydraulic torque converter.clutch construction 43 is provided by means of which in one condition ofthe clutch the planetary gear drive and the hydraulic torque convertergear are connected in series between the drive shaft 44 and the drivenshaft 45 and by 55 which, in another condition, the overdrive action ofthe planetary gear.construction and the torque converter action of thehydraulic torque converter are eliminated, the drive then being in eecta direct uid coupling drive. still other conditions, for overdrivewithout torque converter action, the sun gear may be held againstrotation, the drive then being through the overdrive planetary, theaction of the fluid torque converter being entirely eliminated both asto torque conversion and coupling.

The planetary gear construction shown comprises a sun gear 46 having aone-way clutch connection 41` to prevent it from overrunning the driveshaft 44, a gear carrier 43 secured to the 70 drive shaft 44, a ringgear 43 secured to the driving member 53 of the two-way. clutch 43, anda planetary gear 5| carried by the gear carrier 48 and meshing with thesun gear 46 and ring gear 43.

A suitable two-way 50 Underv from overrunning. The hydraulic torqueconverter will come to a standstill, the shaft 45 being enabled to runahead of the turbine rotor 55 by the one-way clutch 51. 1

For overdrive, the two-way clutch 43 is maintained in position toconnect the driven shaft 45 with the driving clutch member 56, the motoris slowed down somewhat to bring the sun gear 46 substantially to astandstill and the latch 53 is operated to hold the sun gear againstrotation. Thereafter, a mechanical overdrive will be effected betweenthe drive shaft 44 and the driven shaft 45 through` the ring gear 43 andclutch disc 66. i

In order to effect the simultaneous release of the sun gear 46 and thechange in connections of the two-way clutch 43 apparatus for thispurpose is provided controlled by the relative speed of the drive shaft44 and the driven shaftl 45. This apparatus comprises a speedometerpointer 64a shiftable back and forth about the center 64b andelectrically connected with the conductor 64c, a speedometer pointer 64doscillatable back and forth about the center 64e and movable into andout of engagement with the speedometer needle 64a for making anelectrical connection therewith, and a manually operable switch 64j forbreaking the electrical connection when desired, the switch 64j being inJseries with the circuit breaker 64a and 64d. The circuit leads from theswitch 64f`lthrough a conductor 64g to a solenoid 64h which controls theshifting of the two- Vway clutch and is also connected through aconductor 64j with a solenoid 64k which controls the operation of thesungear latch 63. For effecting overdrive a manually controllable switch64m is provided which controls the circuit for the solenoid 64k.

The position of the speedometernpointer 64a.is

' controlled by the speed of the drive shaft 44 and the position of thespeedometer pointer 64d isl controlled by the speed of the driven shaft45.

'I'hese speedometers are so designed and cali'-v brated that the pointer64d will make electrical contact with the needle' 64a when .the speed ofclutch 12 is positioned to disconnect the drive shaft 65 from theiclutchdrum 30 of the driven member 66a of the transmission. The sliding gear80 is positioned as shown in the drawings to effect a drive from thedriving gear 11 through the countershaft 'gears 83 and 84 to the gear 88which has a one-way clutch connection 8| with the sleeve 66a on whichthe bevel gear 81 is mounted. With this arrangement of parts, the drivewill .be through the iiuid torque vconverter and sliding geartransmission in series, an overdrive being eiected between the turbinerotor 15 and thebevel gear 81 by means of the overdriveconstruction ofthe sliding gear transmisthe driven shaft 46 attains a predeterminedspeed l ratio with respect to the speed of the drive shaft 44. 'I'hus ifit is desired that' the shift from torque converter and planetary action-to nonconverter and planetary action, the manual.

switch 64f is opened to deenergize the solenoids 64h. and 64k. ForAoverdrive the switch 64m. is

sion. When the speed of the bevel gear 81 has been vbrought up toapproximately thatv of the drive shaft 65, the clutch 69 is released todisconnect the pump rotor 18 from the driving member 13 of the clutchand the clutch mechanism 12 is operated to connect the bevel gear 81direct with the drive shaft 65. Under these opened to` enable the latch63 tohold the sun gear 46 against rotation. v

The construction shown in Fig. 4 may be suit- Y able for bus drive. Itcomprises a drive shaft 65,

a driven shaft 66 extending at an angle with respect to the drive shaft,a hydraulic torque converter 61 and sliding gear transmission 68connectible in series between the drive shaft and the driven shaft, aclutch 69 for connecting'and disconnecting the pump rotor 10 withrespect to the driving clutch member 1I, and va clutch 12 for connectingand disconnecting the drive shaft 65 with respect to the driven member66a'of the sliding gear transmission. y

The torque converter comprises the pump rotor 10 connectible anddisconnectible with respect to the driving clutch member 13 by means ofthe driven clutch disc 14, the turbine rotor 15 secured to a tubularshaft 16 on which the driving gear 11 of' thesliding gear transmissionis conditions, the hydraulic torque converter parts andthe sliding geartransmission parts cease to rotate, the drive being direct from thedrive shaft 65 through the clutch 12to the bevel gear 81. If desired,suitable speed controlled means `similar to those described inconnection with Fig. 3 maybe provided to eifect the shift from overdriveand torque converter action to nonoverdrive and nontorque converteraction.

In Figs. 5, 6, and 7 are shown cur'ves characteristic of the apparatusof Figs. 1 and 3. In addition,

Fig. 6 shows characteristic curves of a motor whose crankshaft may bedirect-connected with the drive shafts of Figs. 1 and 3.

" Referring first to Fig. 5, the vertical axis represents the torqueratio between the motor` shaft and propeller shaft. The horizontal axisrepresents the speed ratio-between the propeller shaft and motor shaft.The curve marked torque shows how the'propeller torque varies with the vspeed ratio. The curve marked elf shows how mounted, and a fixed vanedreactance stator 18 acting in the usual manner between the Apump rotor10 and the turbine rotor 15. The sliding gear transmission comprises thedriving gear 11 on the tubular shaft 16, the driven gear 19'on thetubular shaft 66a, the sliding gear 88 shiftable from the position inwhich it has a free- Wheeling connection 8| with the driven member 19 ofthe slidingv gear transmission to a position in which it engages theidler 82 for reverse drive, and three coaxial gears 83, 84, and 85mounted to rotate as a unit, mounted on a countershaft 86 at one side ofthe driving gear 11. A bevel gear 81 mounted on the sleeve 66a of thedriven transmission member 19 meshes with another bevel gear 88 on thepropeller shaft v66. Suitable anti-friction bearings may be provided, asindicated at 89. The gears are so designed that an overdrive of thegear.80 with respect to the gear 11 will be effected when the gears 84and 83 are in mesh with them, respectively With this construction, instarting up, the clutch 69 is positioned to connect the pump rotor 10with the driving clutch member 13 and the twice the sun diameter.

the efficiency varies with the speed ratio. Those parts of the curvecorresponding to torque conl verter action and coupling action areindicated by brackets.

Fig. 7 shows curves characteristic of the transmission of Fig. 1. Theleft-hand vertical vaxis represents the torque ratio between the pumptorque T' and turbine torque T2. The horizontal axis represents thespeed ratio of the turbine with respect to the pump. The righthandvertical axis represents the eflciency of the torque converter. The lineT represents pump torque, which is taken as constant. The curve 'I'2represents turbine torque. 'Ihe curve Tg represents reverse torque onthe stator. From the laws of torque converters, the equation for Tg isIt is obvious from an inspection of Fig. 1 that pump torque T equalsringtorque. Assume that in Fig. 1 the ring diameter equals Then the suntorque (Ts) equals one-half the ring torque, or 1/2 T. The line Ts inFig.. 6 indicates sun torque. The point'P where line Ts intersects thecurve Ty is the point'of change from converter to coupler action, sinceat this point the forward torque on the sungear just equals thehydraulic reaction Tg. The point P2 on the eiiiciency curve indicatesthe point in the efficiency curve at which the change vfrom converteraction to coupler action would take place automatically i! the sun gearwere not connected to exert torque on the stator. It will be noted thatP2 is at a much higher point on the emciency curve than P'.

In Fig. 6 are shown curves characteristic of the torque. converter ofFigs. 1 and 3 when driven from a motor having certain characteristiccurves. In Fig. 6 the left-hand vertical axis represents motor torque.The horizontal axis represents motor speed and the right-hand verticalaxis represents motor power. The curve A represents maximum motor torqueat different speeds. The curve B represents maximum ring torque atdifferent speeds. With the planetary gear construction shown, themaximum ring torque is about two-thirds the maximum motor torque. Thecurve C is a` typical pump drag curve if the pump is rotating at motorspeed. The curve D is a pump drag curve corresponding to vmotor speed ifthe pump is rotating with ring gear speed. The curve D is derived fromthe curve C by calculating what motor speed would give the curve C ifthe pump were connected to rotate with the ring gear. For example, ifthe planetary design is such that cage speed equals two-thirds ringspeed, the motor speeds corresponding to the same drag in curves C and Dwill be in the ratio of 3:2. The curve E represents the power of themotor corresponding to the torque and speed. The curve F represents thepower corresponding to the drag curve C. The curve G represents thepowercorresponding to the drag curve D. The curve F is obtained from4the equation F=E C/A. The curve G is derived from the equation G=E D/A.The basis for both of the above equations is that power transmitted witha `given drag will be proportional to the power transmitted with maximumtorque. A study of the above curves shows that the initial drag pick-upand hence the torque is much greater when the pump rotates with the ringoverdrive than when it rotates at motor speed. An even greaterdifference appears in the corresponding power curves, since the power isa function of speed as well as torque.

'I'he construction shown in Fig. 8 comprises a planetary geartransmission and a hydraulic torque converter in series with theplanetary in front of the torque converter. The construction is suchthat at lower speeds and Superdrive the planetary action is eliminated.The construction shown comprises a drive shaft 90 which may be connectedwith the crankshaft of an internal combustion engine, a driven shaft 9|which may be connected with the propeller shaft of an automobile, a ringgear 92 keyed to the drive shaft 90, a cage or gear carrier 93 securedto the pump rotor 94, a sun gear 95 having a tubular shaft through whichthe drive shaft 90 extends, planetary gearing 96 carried by the gearcarrier and meshing with the sun gear 95 and ring gear 92, a turbinerotor 91 secured tothe driven shaft 9|, a one-way stator 98 having atubular shaft 99 through which the driven shaft 9| extends, a one-wayanchor for preventing reverse rotation of the stator 98, a one-wayanchor `|0| for preventing reverse rotation of the sun gear 95, a clutch|02 for connecting and disconnecting the sun gear 95 with respect to thedrive shaft 90, and control means for this clutch. A centrifugal clutch|03 may be provided between the driven shaft 9| and the gear carrier 93whereby when the driven shaft reaches a predetermined speed it may beconnected directly with the gear carrier.

' the drive shaft and the other controlled by the The control mechanismfor the clutch `shown comprises a clutch lever |04 pivoted at |05 forslipping the clutch disc back and forth on its splined connection withthe sun gear 95, electromagnetic means- |06 for operating this lever|04,

and circuit controlling means for the electromagnet. 'Ihe circuitcontrolling means may be similar to the circuit controller means shownin Fig. 3 comprising a pair of speedometer pointers |01 and |08, onecontrolled by the speed of speed of the driven shaft and so arrangedthat when a predetermined ratio between the driven shaft and the driveshaft is reached contact will be made by the .speedometer pointers. Amanually operated circuit make-and-break device 09 may be placed inseries with the automatic makeand-break device.

In operation, for low speeds, the electromagnetic lever operating means|06 are deenergized and the spring 0 acts to connect the sun gear withthe driven shaft. Under these conditions the gear carrier 93 rotates asa unit with the drive shaft 90 and consequently the pump rotor 94rotates with the drive shaft. Under these conditions a pure hydraulicdrive is effected between thedrive shaft 90 and driven shaft 9| throughthe pump 94, stator 98,l and turbine 91.

sign of the speedometers |0`|v and |03 may be such that the speed ratiobetween the drive shaft and driven shaft 9|, at which the shift takesplace, is about 4:3 so that the fluid torque converter will cease tohave torque converting action and will act as a fluid coupler after theshift, thus providing an underdrive planetary in series with a hydrauliccoupler for city driving. For country driving, the manual switch |09 maybe opened, deenergizing the electromagnet |06 and allowing thecompression spring ||0 to operate the clutch |02 to connect the sun gearwith the drive shaft 90. Under these conditions, furthermore, the speedof the propeller shaft should be such that the centrifugal clutch |03can operate to connect the propeller shaft 9| with the cage 93. Underthese conditions a I direct drive is eected.

l. A Vvariable speed transmission comprising a hydraulic torqueconverter, a planetary gear construction, and a rotatable drive member,said torque converter comprising a pump rotor, a turbine rotor, areactance stato-rotor, and means, including a one-:way anchorage, forpreventing reverse rotation of said stato-rotor, said gear constructioncomprising a sun gear, a ring gear,

a gear carrier and planetary gearing carried by said carrier and meshingwith said ring gear and sun gear, means connecting said gear carrier torotate in unison with said drive member, means connecting said pumprotor t rotate with the ring gear and means connectingsaid sun gear inforce-transmitting relation to the statorotor to urge it to rotate inthe same direction as the pump rotor.

2. A variable speed transmission for transmitting power from a driveshaft to a driven shaft comprising a two-stage positive transmission,one stage having a higher speed transmitting ratio than the other, ahydraulic torque converter comprising a pump rotor, a turbine rotor, anda vaned reactance rotor, instrumentalities for rendering verter beingdriven by the positivev transmission for lower overall speedtransmitting ratios, and

effective the high speed stage of the positive transmission andconnecting said transmission in series with the torque converter forlower overall speed transmitting ratios and instrumentalities foreliminating the torque converter action, rendering ineffective the highspeed stage of the positive transmission and rendering effective the lowspeed stage of the positive transmission for higher over-all speedtransmitting ratios, said hydraulic torque converter being driven by thepositive transmission for lower overall speed transmitting ratios, andsaid two-stage transmission comprising an epicyclic transmissionincluding a sun gear, a ring gear, a gear carrier and planet gearingcarried by said carrier, means connecting said pump rotor to rotate inunison with said ring gear and said gear carrier being rotatable withsaid drive shaft, and one- Way anchorage means for preventing reverserotation of said reactance rotor, said sun gear being connected withsaid reactance rotor.

3. A variable speed transmission for transmitting power from a driveshaf to a driven shaft comprising a two-stage positive transmission, onestage having a higher speed transmitting ratio than the other, ahydraulic torque converter comprising a pump rotor, a turbine rotor, anda vaned reactance member, instrumentalities for rendering effective thehigh speed stage of the positive transmission and connecting saidtransmission in series with the torque converter for lower over-allspeed transmitting ratios, instrumentalities for eliminating the torqueconverter action, rendering ineifective the high speed stage of thepositive transmission and rendering eective the low speed stage of thepositive transmission for higher over-all speed said two-stagetransmission comprising an epicyclic transmission including a sun gear,a ring gear, a gear carrier and planet gearing carried by said carrier,means connecting said pump rotor to rotate in unison with said ring gearand said gear carrier being rotatable with said drive shaft, and aone-way clutch connecting said sun gear with said reactance rotor.

4. A variable speed transmission for transmitting power from a driveshaft to a driven shaft comprising a two-stage positive transmission,one stage having a higher speed transmitting ratio than the other, ahydraulic torque converter comprising a. pump rotor, a turbine rotor,and a vaned reactance member, instrumentalities for rendering effectivethe high speed stage of the positive transmission and connecting saidtransmission in series with the torque converter for lower over-allspeed transmitting ratios and instrumentalities for eliminating thetorquerconverter action, rendering ineffective the high speed stage lofthe positive transmission and rendering effective the low speed stage ofthe positive transmission for higher over-all speed transmitting ratios,said hydraulic torque converter being driven by the positivetransmission for lower overall speed transmitting ratios, and saidtwo-stage transmission comprising an epicyclictransmission including asun gear, a ring gear, a gear carrier and planet gearing carried by saidcarrier, means connecting said pump rotor to rotate in unison with saidring gear and said gear carriel` connected to rotate in unison with saiddrive shaft, one-way clutch means for preventing the sun gear fromoverrunning the drive shaft, and means for holding the sun gear againstrotation.

5. A turbo planetary transmission comprising a. pump rotor, a turbinerotor, a turbo stator, one-way anchorage means for holding said turbostator against reverse rotation, a sun gear connected to rotate inunison with said one-way turbo stator, a ring gear connected to rotatein unison with said pump rotor, a gear carrier, a drive shaft connectedto rotate in unison with said gear carrier, planetary gearing carried bysaid gear carrier and meshing with said sun gear and ring gear, and adriven shaft connected to rotate in unison with said turbine rotor.

WILLARD L. POLLARD.

CERTIFICATE oF CORRECTION. Patent No. 2,525,876. August 5, 19

wILLARD L. PCLLARD.

It is hereby certified that error appears in the printed specificationof the above numbered patent requiring correction as follows: Page 5,second column, line 56, claim LL, before the word connected insert--being--g and that the said Letters Patent should be read with thiscorrection therein that the same may confonn to the record of the casein the Patent Office.

Signed and sealed this V9th day of November, A. D. 19145.

Henry Van Arsdale, (Seal) Acting Commissioner of Patente.

